Combined reservoir and brake valve



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. 2 MEETS-SHEET l- A. a;y snm/UI. OWIBIF-IED RESERVOIR AND BRAKI VALVE, APPLICATION FIIED IHM/12; i919.

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lillmmhlf l J CMBNED RESERVR Mib Specivcation of Letters Patent.

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Application tiled may 12, 1919. Serial fio.

T0 all whom t may concern Be it known that l, ARCHIBALD G. SHAvnn,

a citizen of the United States, residing at Chicago, in the county ot Cool; and State of lllinois, have invented certain new and useful Improvements in Combined Reservoir and Brake Valves, of which the following is a specification, reference being had therein to the accompanying drawing.

This invention relates to improvements in automatic stop and train control systems, one object o the invention being the provision-@oa system in which the valve tor controlling the reservoir and also for operatf ing theair brake system to bring the vehicle to atstop is controlledloy a single electromet, thus simplifying to a' great extent the constructions shown in my copending applications filed April 25, 1919, Ser. Nos. 292,547 and 292,549.

A arther object of this invention is the provision of acomoined reservoir and brake valve in which a single casing is `employed for carrying the valve for isolating the reservoir trom the engineers valve and lor venting the air brake system to bring-the train to a halt. 1

A still further object of this invention is the provision of a combined reservoir and lorake valve in which all ot the parts are so disposed and arranged as to operate to produce a danger condition due to the failure either ol.E the electricity or of the air, the air controlling valves being so disposed and positioned as to operate'by gravity and the whole construction being so simple as to he readily connected in the air hralre systems as are now used.

In the accompanying' drawings:

Figure is a sectional view through the complete valve, a portion of the elec'tromag netfbeing shown in section.

Figure 2 is a diagrammatic view' of one vmethod of applyingthe present apparatus to be operated by what is known as the inter mittent Contact' oruamp rail and shoe combination. y

Referring to the drawings, the numeral 5 designates the main casing of the combined reservoir and brake valve which is provided with the interiorly threaded projection 6 for the removable attachment thereto oi: the electromagnet 7 provided with terminals 8. The stem 8 controlled by the electromagnet is connected to the reduced stem 9 which operates the needle valves ltaand ll which in turn are mounted :tor vertical idinggg movementin the respective valve seats can rying bushings l2 i3, the electromagnet when energized holding the valve 10 as illustrated, with the valve ll. unseated. Both or" these valve seating bushings are re movable and can loe replaced withoutdis tui-hing the main casing. The auxiliary stem le of the two valves l0 il' in the removable block l5 and has mounts thereon a spring le which acts in opposition to the electromagnet so as to assist in seating the valvekl'l 'when the electroniaggnet is de energized. The casing as shown is provided with a chamber i7 which communicates through the valve seat l@ with the chamber' 19, while below the chamber i9 is the reduced plunger chamber` 2O and the enlarged plunger chamber 2l which is sealed h the removable cap 22. The here 23 in which is slidahle the stern 9 and which also forms a communicating ineens through the respe ,tive bushings l2 and 13 with the chamber l? "and the chamber 2e, has a channel or duct 25 leading' therefrom into the lower end the enlarged piston chamber 2l, the purpose 'of which will 'presently appear.

Mounted inrthe chamber 2l is a piston 26 whose stem 27lias mounted thereon the ausu iliary piston 28 mounted in the chamber 20` such stern extending through the valve seated port 18 and wirryingr the valve 29' which controls such port hut which under normal conditions .is upward and unseated. u

The chamber 17 is connected at one end to the pipe 30 which leads to the auxiliary reservoir 3l while the chamber 20 is connected through the pipe .32 'to the.` engine manso brake valve 33 and with the parts in normal position as illustrated, air passes from the reservoir through the port in the bushing 13 into the bores 23 and 25 to the lower end ot the piston chamber 2l,`elevating the piston 2G and also the auxiliary piston 28 so that the valve 29 is unseated and air is permitted to How to the engineer@ hralre valve. Should the electromagnet fail or become de energized the valve ll will he seated and the valve l0 unseated, 'thus permitting; the

air pressure to operate upon auxiliary piston 28, while the air in vthe lov/'er end o? the chamber 21 will be open to 'the etnico phei-e due to the unseating the valve l0 which permits the air to ilovv ifrom lower l is guided l llltl end of the chamber 21 through the channels 25, and 23 into the chamber 24 to be vented through the port 34. ln this way the reser voir is cut oli from the engine--mans brake Vvalve and it is impossible for him to "recharge the brake pipe system of the train through this valve until the electromagnct is again energized.

Fitted into the wall of the chamber 17 at a point directly above the valve seated port 18 isa block 35 provided. with a stuing box 36 for the reception of the extension 37 of the stem 27 which carries the valve 38 mounted in the removable casing 39 which is attached by nuts 40 to the main casing 5 andis provided with-the valve seat=41 which is normally closed by the valve 38. The pipe 42 is connected to the air brake system so that when the valve 38 unseated vair will be permitted to enter chamber of .casing 39 and exhaust through the port 43 which isA here controlled by the bushing 44 provided with the reduced openings 45, these openings being proportionate in size to produce the desired application effect in. applying the brakes when the valve 38 is unseated.

l't will .thus be seen that when the electromagnet 7 is (le-energized and the valve 29 Seated as hereafter described that the valve .3 8 will be unseatedand that simultaneously or coincidently with the closing of the reser voir to the engine-mans brake valve the air brake system will be automaticallyy vented to bring the train or vehicle to a halt.

In applying the present combined reser voir and brake valve to a train control system and particularly to that shown in my copending application, Sel-.,No. 292,545, the same is particularly set forth in Figure 2 as above referred to.

Such system includes the traffic rail 46 having the track battery 47 and the track relay 48 which vcontrols the signal 49.

Where the present device is used with the ramp rail 50` such ramp rail is connected to the rail 46 through the conductor 51, the battery 52 and conductor 53, which has interposed therein an electrically controlled armature 54, the ramp rail 50 being insulated from the ground, and the battery 52 beingr normally in said partial circuit. Can ried on the vehicle 'are the two shoes 4S and S"while also carried thereb is the battery 55 with the cab relay R. he circuit normally closed upon the vehicle includes the battery 55, the conductor 56, armature 57, conductors 58 and, 59, cab relay R, conductor 60, contacts 61 of' shoe S, conductor 62, contacts 63 of shoe S, and conductor 64. Thus when the shoesare in normal position and not contacting the ramp 50, the cab relay R is energized by the battery 55. Thus energized, the armatures 57 and 65 are closedl and'tbus the electromagnet 7 is energized through the following circuit` which includes the battery 55, the conductor 56, the conductor 66, the hand controlled switch C, the contact 67, the c gnductor 68, the contact 69, the armature 65, the conductor 70, the' electromagnet 7 and the conductor 71.

Should either one of the shoes as for instance shoe S en age the ramp 5() and the ramp is energize ,.-the lbattery 52 is then brought into play to`energize the cap relay R and the electromagnet 7, the circuit thus made including the battery 52, the conductor 51, the ramp rail 50, shoe S', the conductors 72, the contact 73, the conductor 62, contacts 61 of shoe S, conductor 60, the neutral or cab relay R, the conductors 59, 74, and 7 5, contact 76 of shoeS, conductor 77, ground G to the frame and wheels ofthe vehicle t the track rail 46, and conductor 53;.

.` .'Thiscircuit energiz'eathe-neutralq relay; if

R, as above describeddurin'g the time theA shoe rides upon the ramp 5() with the result! that thev circuit for the electro-pneumatlc valve 7 is maintained energized.

Should, however the track ahead be occupied by a train so that the signal 49 is at stop then the armature 54 of the 45 to o signal relay D is open so that battery 52 can not supply energy to the ramp 50 and thus the above described circuit to the neutral relay R,\vill be opened so that the armatures 57 and 65 will be released and the cir cuit including;r the battery 55 and the electropneumatic valve 7 will be cle-energized.

In the construction of the resent reservoir and brake valve, it will noted that the wearing parts are all .easily removable and renewable without destroying the main casing and that every part of the same can be readily cut out lto adjust and repair.

While thebatter'y 52 1s employed to form the detecting circuit for the ramp" 12 and also the circuit for energizing the relay R, it is only shown as a single battery to simplify the arrangement. as it is a well'known fact that a number offcircuits can be connected to one battery.' In this case where the single battery is used the battery is of such power as to properly charge the necessary relays, here shown as relays 16 and 17, Ywithout in any way preventing the energizing of the relay R as the resistano'eof all thel so arranged that even thou h a shunt might exist in. favor of the trac side circuits the amount of current flowin r in the cab circuit in accordance with Ohms law will be' sullif cient to energize R, said relay R being properly constructed to res ond to the amount of current which would traversing the cabv circuit under a shunt favorable to the trackside circults.

Avoir pressure acting on piston 26 is sufficient to malntain valve 29 open against the train This deyice is .so arranged that the reser- 'nel ' ton 28.

What I claim as new is: v. 1. A combined reservoir and-brake valve Aincluding a' main casing having a plurality" of superposed chambers` one of the chambers beingprovided with a-vent to thc'a'tmosphereand adapted to receive air directly 4from the air brake system,` one of the other chambers being in'communication with a connection folfthe enginec1"s bralte valve.

while the 4V"third chamber .is adapted tobe connected in'rcommu'nication with the main rese`voir, pnum-atically actuated means mounted to control the flow ot air through the vent and lfrom the main reservoir to the enginecfs brake valve connection. one being closed .while the other is open, andA means for controlling 'the How.. of air to operate the latter means and to maintain it in-the normal position.A

2. A combmcd reservoir and brake valve.

upon b v :ur-'pressure to hold the ventingl including a main casing having a plurality ol4 super-posed chambers, one of the cham- 'bers being provided with a vent to the'atmosphereand adapted to receive air directly from the air brake system, one of the other chambers being in communication with a connection for the engincer`s brake valve, while the third chamber is adapted to be connected in communication with the main reservoir, pnetunatically actuated means mounted to control the flow ot' air through the vent and. fromthe main rescrvoir to the cngineer`s brake valve connection` one being closed while the other is open. and electrically actuated means for controlling the flow of air to operate the latter means and to maintain it in the normal position;

A combined.reservoir and brake valve including a main casing having a plurality7 of superposed chambers.A one ot' the chambers being provided with a vent to the atmosphere and adapted to receive air directly from the air brake system, one ol the other chambers beinginjcommunication with a connection Jfor the engineers brake valve. while the third chamber is adapted to bc connected in communication with the main reservoir, two valves one for controlling the vent and the'other for controlling the flow ot' ail' from the main reservoir tothe engineers air. an air channel leading from the lowe brake valve connection, both ot' said valves being `connected together. a plunger connected to both valves vand normally acted upon by air' pr eure to hold the venting connected in communication with the main 76 reservoir, two.v valves one for controlling the vent and the other for vcontrolling the flow of alr from thev main reservoir to the engi- 'neel's` brake valve connection. both vot' said valves being co'smectcd together. a plunger 75 connected to both valves and uormallyacted valve. closed and thc vother valve open,` and electrically actuated valve mechanism t'or controlling the introduction and exhaust of l80 air to and from the piston.

A combined reservoir and brake valve including a casing having three supcrposed chambers` the uppermost chamber being provided with u vent and with a valve seated `v port for connection to an air brake system'. the intermediate chamber being provided' with means -forconnecting it to an engineers brake valve, while the chamber below is pro` vided with means for connecting it to the v main reservoir. a piston mounted in the lowermost chamber, a valve stem connected to the same and extending through all chambers` two valves carried b v the stem, the uppel` one adapted to be closed when the iston is ele vated to prevent the venting of t ieairj4 brake system and the lowermost adapted t be opened to permit access` to the flow o chamber to the intermediate chamber, an electro-magnet. and two oppositely disposed valves controlled by the electro-magnet for converting the said port into a supply or exhaust for the piston chamber.

ln testimon whereof I aliix ln si nature.'

A CHBALD G. S lA ER.

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